whoah.
you found it!
i was looking for those pics to post here, but pu.go.id seem to be down at that time.
now i am thinking to open a new thread 'Indonesian bridges' to collect all bridge related post (excluding sunda strait bridge and suramadu, they deserve their own thread )

Hey there....nice pics sanhen! Highways in Indonesia are quite nicely done judging from these pics. But how does that CKG airport tollway get flooded like that? The highways around Jakarta are impressive, lots of two-wheelers there too, just like in India ;-). India is also developing it's highways and several tollways are coming up. Come have a look - http://www.skyscrapercity.com/showthread.php?t=111665 Cheers.

Yeah, I seen this thread before
Nice!
India is really developing fast!
Love those 100 Km+ highway =D

CGK always flooded because the tollway is developed in low ground area
They have build a new flyover there now.. and a new skytrain will serve the line in the future.

Oh, btw
Those two wheelers is not on the tollway
Two wheelers is not allowed inside the tollway

Developing a highway/tollway on top of Jakarta Streets is a difficult task. Since there is no alternative public transport etc, the goverment can not close the street coz it will seriously distrupt the economy.

So a new technology to build a flyover WITHOUT (or with minimal) closing the street under it is needed.

An Indonesian professor Dr. Sedyatmo (?) come out with an idea to build the base of the flyover vertical with the street and then rotate it.

1. Build the base, note there are active streets there

2. Build the arm vertically with the street

3. Rotate the arms

4. Build the highway on top of the arms

It was a crazy idea, but it is really work. The first pilot project took many hours to rotate, but after that it become faster and faster.

I remember bypassing one of this thing while the workers rotate the arm. Thanks to the traffic jam, I can actually see those huge concrete rotates.

Developing a highway/tollway on top of Jakarta Streets is a difficult task. Since there is no alternative public transport etc, the goverment can not close the street coz it will seriously distrupt the economy.

So a new technology to build a flyover WITHOUT (or with minimal) closing the street under it is needed.

An Indonesian professor Dr. Sedyatmo (?) come out with an idea to build the base of the flyover vertical with the street and then rotate it.

1. Build the base, note there are active streets there

2. Build the arm vertically with the street

3. Rotate the arms

4. Build the highway on top of the arms

It was a crazy idea, but it is really work. The first pilot project took many hours to rotate, but after that it become faster and faster.

I remember bypassing one of this thing while the workers rotate the arm. Thanks to the traffic jam, I can actually see those huge concrete rotates.

Note: I write this post based on my memory. Correct me if I am wrong.

Yeah ... I saw it happened too ...
It is called ... Sosrobahu from Tjokorda ... Sedyatmo was " Fondasi Cakar Ayam " for CGK Airport

The North South Link of Jakarta which is also known as Cawang -
Tanjung Priok toll road is a 16 km long toll road of which 12 km
is an elevated Flyover. It is an economically vital road. In the
south, it will be a meeting point to three highways at Cawang
Interchange. The three highways are Jagorawi Higway, which is
main gateway of Jakarta to the south of West Java, the Jakarta -
Cikampek highway which goes to the East, and the South West Arc
goes to the north of Jakarta linked to Soekarno - Hatta
International Airport. The north of the North South Link is the
harbour of Jakarta, Tanjung Priok where a proposed new harbour
road will be built linking the Harbour to the International
Airport. This will then be the Jakarta Inner Ring Road. The North
South Link is built over the old ring road of Jakarta The Jakarta
By Pass, which was built in the 60's which is already
overcrowded.

To build a new road alongside the old Jakarta By Pass would be
too costly because beside the land acquisition cost it is also
not pratical due to the number of intersection required. A
proposal was then made to build the elevated flyover over
existing Jakarta By Pass.

Main Structure:
--------------
The elevated structure will serve 6 lanes of traffic, having a
width of 25 m. A typical span between piers is 35 m. Post-
tensioned concrete pier head which is about 9 metres from ground
level is supported at the centre by single pier head (Pier Type
I). Eight on-off ramps are required for entry and exit from the
toll roads. This would require a wider roadway therefore 2 or 3
piers (pier Type II,III and IV) would be required to support the
pier Heads.

Simple post-tensioned beams are used throughout the structure
apart from Sunter flyover, which required a steel beam to cross
the Sunter River (span 1 x 45 km). A typical span would require
10 beams to support the deck slab. There are total of 318 piers
to constructed, over 4,100 beam to manufactured and area of over
300,000 m2 of deck slab to be cast in a period of 21 mounths.
Different grades of concrete varying from grade 23 to grade 50
are used for the structure. Reinforcing steel is grade 400 N/mm2.

Prestressing strand is grade 270 ksi, low relaxion. post-
tensioned cables are of the types E5-12 and E5-19. Prestressed
piles are used for the entire project for the foundation. A
typical pier would require 36 number 450 mm square piles driven
to depth of about 20 m. After the construction of the octagonal
2.75 thick pier. Sosrobahu is installed at the below the pier
head. Pier head is then cast parallel to the road axis, after
post-tensioning of pier head, the pier is turned 90 degrees to
its final coordinats. Post tensioned U shape cables are used to
connect the pier head to the pier. A total of 200 tonnes
prestressing force is applied by the four U cables.

Sosrobahu:
---------
In order to minimize traffic disturbance during the construction
of this flyover, the 450 tonnes pier head is turned 90 degrees. A
device is proposed and used for this project by the outhor which
Mr. Soeharto, President of Republik of Indonesia named
Sosrobahu, a named derived from a classical Javanese legend
meaning a thousand (Sosro) of shoulders (bahu). The Sosrobahu
device is a Hydraulic Non Friction Rotating Device, it is a flat
jack with a diameter of 80 cm. Technical code LPBH 80. The
device is place in the centre of the pier. A gap of 20 mm is made
between the pier and pier head.

The pier head is then cast over the pier parallel to road axis.
After post-tensioning of the pierhead, oil is injected into the
device until the force produced by the oil pressure nearly equals
the weigh of the pier head, then the pier head is turned 90
degrees. Oil pressure is then released and the gap injected with
non shrink gout. Four post-tensioned U cables of total ultimate
capacity of 600 tonnes are then inserted through the pier head
and pier, post-tensioned and grouted.

Sequence Installation of Sosrobahu
----------------------------------

Gambar Foto 1: Gambar Foto 2: Gambar Foto 3:

1. Attach anchor bolt 2. Attach Sosrobahu on 3. The sosrobahu after
on pocket followed its place fixing & grouting
installing the tripod

Gambar Foto 4: Gambar Foto 5:

4. Position of Filling the space / gap
Sosrobahu on the with material
column before (thickness of 20 mm)
working of pierhead
formwork

THE SOSROBAHU is an internationally patented Innovative technology that provides major timesavings in the construction of elevated roads and highways. This system has been utilized in the execution of countless domestic and foreign projects. In building Cawang - Tanjung Priok Toll Way, PT. Hutama Karya experienced dilemmatic difficulty in building this 13.5 km road, caused by extremely heavy traffic along the route. Conventional construction would be nearly impossible. Solution was found through innovation; creation of a advantageous tool. This tool, a disc with a diameter of 80 cm, makes it possible to turn the pier head after it is erected. It is able to turn the pier head a full 90 degrees, while carrying its weight of about 450 tons. This tool and its technology were named SOSROBAHU.

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THIS is not the legend of Bandung Bondowoso, who tried to build 1,000 temples in a single night. It's the story of the government of President Susilo Bambang Yudhoyono, which is planning to construct a total of 1,600 kilometers of toll roads divided up into 49 sections on the island of Java, as well as several areas on the islands of Sumatra and Sulawesi, within five years.

This grand plan was revealed by President Yudhoyono far away in Santiago, Chile, while he was attending the recent leaders' summit of member nations of the Asia-Pacific Economic Cooperation (APEC). The construction of these new toll roads is viewed as a way of both making transportation more efficient and spurring on investment. This in turn will result in the wheel of economy moving faster, thus leading to improvements in the welfare of the people in the future. Amen.

It is estimated that this giant undertaking will end up costing in the region of Rp90 trillion and it is clear that it will be by no means easy. During the New Order era, from 1978 onwards, the government only managed to construct 600 kilometers of toll roads. In other words, an average of only 24 kilometers a year. And since the economic crisis in 1998, construction on tens of toll road projects has come to a complete halt.

Compared to Malaysia, Indonesia has been left far behind. This neighboring country only started constructing toll roads in 1989, in fact learning from the construction of the Jagorawi toll road. However, Malaysia has now already constructed 3,000 kilometers of toll roads.

What about China? Don't even ask! Although toll road construction didn't in fact begin until 1991, up to now China has already completed construction of 19,000 kilometers of toll roads. In other words, an average of around 1,500 kilometers of new toll roads per year.

The lower level of construction of toll roads in Indonesia is indeed odd, especially bearing in mind that traffic flows on the island of Java are five times greater than in Malaysia. Although in this neighboring country, toll road construction is a profitable business that attracts many investors, in Indonesia profits have to be really high in order to be able to attract investment.

Aburizal Bakrie, Coordinating Minister for the Economy, has officially stated that the interest rate of return (IRR) on toll road projects in Indonesia is on average 18 percent. Taking into account that bank interest is currently 12 percent on loans, according to Bakrie, "Investors can still make a profit of 6 percent."

Documents detailing planned toll road development have been obtained by Tempo and these indicate that there are several sections with a higher IRR. Examples of this are the Gempol-Pandaan and Waru-Wonokromo-Tanjung Perak section in East Java, where the IRR is 21 percent. It is even estimated that the Surabaya-Madura toll bridge will end up providing investors with 24 percent profit.

Being careful about calculating profits in the toll road construction business is no new story. In the past, estimated payback periods for toll road projects were extremely conservative, usually between 12 and 15 years. In reality, once a toll road is in operation, investors get their money back within a seven to eight year period.

This has been made possible because of the rapid increase in the amount of vehicles using toll roads in Indonesia. One case in point is the Jakarta inner city toll road, which is now often subject to traffic jams. When it was constructed, it was estimated that only between 30,000 and 40,000 vehicles a day would use this toll road. However, current estimates put usage in excess of 350,000 vehicles per day.

Infrastructure observer Reviansyah pointed out the attractive similarities in the toll road business and the telecommunications business. "Every time someone makes a telephone call or travels via toll road, money comes in even when one's fast asleep," he said. However, the situation is somewhat like the adage: where there's honey, there are sure to be ants as well.

The appeal of the toll road business in the past attracted those hunting for a quick profit. Because they had connections with those in power, these middlemen "won" tenders but then sold on their licenses to investors for large commissions. This resulted in the marking up of projects becoming a common practice.

It was this practice that caused such a backlog in the construction of toll roads in Indonesia. In addition, there were further obstacles such as limited funding, difficulties in land acquisition and clearance, uncertainties over the setting of tariffs and of course the economic crisis.

In order to get toll road construction going again, the government has already made efforts to improve the investment climate. One example of this is the revising of State Decree No. 13/1980, which has now become State Decree No. 38/2004 regarding Roads. Under this new legislation, the government guarantees that toll tariffs will be increased once every two years. Tariff increases will be determined based on the difference in value of the previous tariff compared to the inflation rate.

In addition, tariffs will no longer have to be determined by the president, now it is sufficient for this to be carried out at ministerial level. "The bureaucracy is thus made much more simple," said Hendrianto Noto Soegondo, Director-General for Regional Infrastructure at the Department of Public Works. In order to attract investors, toll tariffs will be announced once business plans have been submitted. This is in fact completely different to the situation in the past, when tariffs were only announced once project construction was completed.

As regards land acquisition and clearance, the government now provides investors with the opportunity to negotiate directly with the landowners concerned. The agreed land value will then be calculated in order to determine the concession period. "I feel that this sort of assurance will certainly be of interest to investors," said Hendrianto.

Another alternative is government support in preparing initial funding for land acquisition. These funds will be repaid by investors and reused for land acquisition in other areas on a revolving fund basis. Restrictions as regards the price paid for land will be determined in line with the tax object sales value (NJOP) level. If the price is higher than the NJOP, the government will pay the excess with funds out of the state budget. Another proposal is the freezing of land sales along toll road corridors based on regional regulations. This method is considered effective in order to prevent the practice of land speculation.

If there still are stubborn landowners, then an even stronger weapon is being prepared, the annulment of right in line with existing legislation. Even if this results in a lawsuit, this will be settled without having to delay construction.

The government is also going to separate the roles of regulator and operator, which were previously both held by PT Jasa Marga. Now the government has already set up the Toll Road Regulator Board (BPJT) and Jasa Marga will remain as the sole operator—together with other investors.

One matter that is still a problem is financing. Several alternatives have been tried, ranging from private sector investment to soft loans from overseas and including the setting up of funds collectively referred to as the Toll Road Infrastructure Investment Fund (DIIJT). This fund is made up of stocks and assets managed collectively under investment contracts to attract market players in line with the State Decree on the Capital Market as well as existing regulations of Bapepam, the Capital Market Supervisory Agency.

However, according to Bakrie, in the short term the government is more likely to support domestic banks and pension funds being involved in financing the construction of toll roads. "Pension funds are long-term in nature, so they are ideal for financing the construction of toll roads," he said.

Bakrie quite openly acknowledged he had his eyes on the funds totaling some Rp40 trillion managed by Jamsostek, the state-owned social security service. "According to Pak Sugiharto (State Minister for State Enterprises), between Rp28 trillion and Rp30 trillion of these funds could be used to finance long-term projects," he said.

In order to create a greater sense of security as far as investors are concerned, according to Bakrie, the government is also prepared to issue "comfort letters" (see Aburizal Bakrie: "The government will provide a Comfort Letter"). These are in fact letters "with magic powers" that guarantee the government will not halt projects. Bakrie went on to say that comfort letters such as these are a prerequisite required by many financing institutions.

Bakrie remains optimistic that the construction of toll roads totaling 1,600 kilometers in length can be completed on target. However, Reviansyah feels differently. Pointing out there are still many problems, plus the fact that there has been no real test run yet, this toll road expert who graduated from Bradford University in the UK says he considers the project to be extremely ambitious.

Reviansyah also pointed out that the estimated amount of time to complete one section of toll road is two years. Therefore, bearing in mind that there are 49 sections in the total expanse of 1,600 kilometers, then every two years at least construction of at least 24 sections have to be worked on simultaneously. "Is there really sufficient financing and expertise available?" he asked.

He estimates it would be more realistic to be looking at constructing just 700 kilometers during the five-year period. "This is already twice as much as the current amount," he said.

I was browsing thru the old posts, and realised that the name for this entry point is "males banget", which if translated to English would literally mean "very lazy"... You gotta be kidding me! Would someone care to explain to me why? (or did someone edited the picture?)